High Speed Rail Affirmative


***Energy Efficiency Advantage***



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***Energy Efficiency Advantage***

HSR K2 Solve Congestion

HSR’s could be the replacement to cars, the answer to population growth, and could help develop the US without excessive population density.


Ryder ‘12 (Andrew, Journal of Transport Geography, “High speed rail”, pg. 305, Ryder belongs to the Department of Geography at the University of Portsmouth.)

After years of growth in the freight sector, high-speed lines could relieve pressure on roads, complement the existing rail freight network, and attract the support of private rail operators. High-speed rail is a long-term project, analogous to the Interstate highway programme from 1956 to 1992. Highways transformed the economic geography of the US. Without them, it has been estimated that large cities would have grown by 8%. Instead, their populations declined by 17% (Baum-Snow, 2007). Rail involves not just the construction of new lines, but a regional development focus, emphasising particular poles or centres e.g. Shuai (2005). Special assessment districts around stations could capture added tax income from increased land values to pay for lines, as could the use of eminent domain and the resale of land after the line had opened. Between 1970 and 2000, the US gained about 100 million people. They settled along highways. By 2050, it is expected to have 100 million more. They could settle around high speed rail. Just as sugar crystallises on a piece of string in a concentrated solution, in fast growing states, high-speed lines could create an armature around which towns, cities and regions could grow. Innovative land use policies could lead to a Toronto effect. After the Toronto subway opened in 1954, high density development occurred around subway stations. Land use controls and regional coordination could generate similar impacts around high-speed railway stations. However, this would require new approaches to funding and management.

HSR K2 Highway/Air Efficiency

HSR makes aviation and highway use more efficient-status quo already makes them unsustainable─


Tierney ‘12. Sean Tierney, Prof. of Geography @ University of North Texas. Ph.D in Geography from University of Denver. “High-speed rail, the knowledge economy and the next growth wave.” Journal of Transport Geography Volume 22, May 2012, Pages 285–287.

The principal resistance many people have against HSR is that it is a poor use of financial resources because it only fills a tiny niche. For distances under 200 miles, as with the city-pairs listed above, people will drive, while HSR is not competitive with air travel for distances over 800 miles. But these arguments miss the mark. HSR is not designed to compete with long distance air travel (Givoni, 2005) and the fact that HSR will lure away certain short-haul passengers should be viewed favorably by the airlines who are struggling with capacity constraints at the busiest airports (O’Connor, 2003). Nor is it going to eliminate the automobile. Despite the housing crisis, Americans remain enthralled with suburban living. But the country cannot accommodate more unsustainable housing and mobility options. Designed effectively, HSR can fuse our current system of city nodes operating largely independently of (and often in competition with) one another, to foster an era of regional conurbations with overlapping and accessible labor pools.



HSR K2 Reduce Emissions

HSR solves Warming - eliminates congestion and decreases C02 levels by ten times that of US


Thaniel 10 [Ron, June 28. Report on the United States Conference of Mayors “USCM Releases Groundbreaking Report Detailing Benefits of high-speed Rail on Cities” (http://www.usmayors.org/usmayornewspaper/documents/06_28_10/pg20_rail.asp)]

In addition to significant new business and job growth, the report concludes that HSR service could lead to cost savings for travel time, as well as less road and airport congestion. HSR access will also allow travelers without cars to reach destinations previously only accessible by automobile. Beyond cost and time savings, HSR will have a positive impact on the environment as each rail car can remove as many as 200 vehicles from the road, producing up to ten times less CO2 per rail trip than the equivalent number of road journeys. "We have been a global leader in high-speed rail for decades and have seen HSR's economic and environmental benefits realized in other countries," said Oliver Hauck, President of the Mobility Division of Siemens Industry, Inc. "By switching to HSR, we not only vastly reduce fuel and carbon dioxide emissions, but also improve traffic flow, ultimately reducing America's annual fuel use. Our calculations show that just in the four cities studied, a high-speed rail system would reduce annual carbon emissions for intercity travel by 2.8 million tons a year. This translates to a reduction of more than one-third of the total carbon currently generated by intercity travel in the four cities."

HSR K2 Solve Oil Dependence/Reduce Emissions




Even with use of fossil fuels-HSR significantly decreases dependence on oil and GHG emissions─


TODORVICH ET AL. ‘11 Petra Todorovich, Director of America 2050, a national urban planning initiative to develop an infrastructure and growth strategy for the United States Daniel Schned, and Robert Lane “High-Speed Rail: International Lessons for U.S. Policy Makers.” [https://www.lincolninst.edu/pubs/dl/1948_1268_High-Speed%20Rail%20PFR_Webster.pdf]

Energy mix: High-speed rail is the only available mode of long-distance travel that currently is not dependent on motor fuels. High-speed rail is powered by electricity, which is not without environmental problems depending on its source (see table 2). If it is powered by electricity generated from fossil fuels, such as coal or natural gas that discharge harmful greenhouse gas emissions, then its environmental benefits are limited. However, electricity is generally considered an improvement over petroleum generated power and provides a crucial advantage as the United States aims to reduce its dependence on foreign oil. Amtrak’s Northeast Corridor and parts of the Keystone Corridor (connecting Harrisburg, Pennsylvania to Philadelphia) are electrified. Most other conventional passenger trains in America operate on freight rail lines and are powered by diesel fuel. Energy planning needs to be a part of the planning for high-speed rail to ensure the reduction of greenhouse gases and other harmful pollutants. Even with the current energy mix that includes fossil fuel sources, however, high-speed rail can yield significant environmental benefits. A recent study by the University of Pennsylvania (2011) found that a new high-speed line in the Northeast Corridor, powered by electricity from the current energy mix, would divert nearly 30 million riders from cars and planes, attract 6 million new riders, and still reduce car emissions of carbon monoxide by more than 3 million tons annually. The system would also result in a reduction of carbon dioxide emissions if the energy mix were shifted to low carbon emitting sources.


HSR K2 Solve Oil Dependence

Peak oil and post-recession recovery mean US oil dependence is rising – HSR is critical to relieve US oil dependence, and it’s the only viable method of transportation


Andy Kunz, December 13th, 2010, president, US High Speed Rail Association, “High speed rail is the future,” http://transportation.nationaljournal.com/2010/12/highspeed-rail-political-footb.php#1820909

High speed rail is the future of transportation in America, as it is around the world. Transportation is not a partisan issue, and it has never been a partisan issue in America. The Interstate highway bill was passed back in the 1950’s as a bipartisan initiative, and has continued to be funded under bipartisan leadership ever since. As Secretary of Transportation Ray LaHood said recently “there are no Republican bridges, and no Democratic roads”. Transportation is a public service that enables our economy to function, businesses to operate, and people to move around the nation. Good transportation is essential for the continued operation of this great nation. The big problem now is that our two main forms of transportation – roads and airports – are both at the breaking point in terms of being overloaded, and falling apart, and in need of huge investment. The American Society of Civil Engineers recently put out a report that gave the nation’s infrastructure a near failing grade, and said it will cost trillions of dollars just to bring this infrastructure up to an acceptable condition. This does not even address the need to increase transportation capacity in America. We basically have a ‘hardening of our national arteries’ and they are nearly impossible to fix. To try to widen the nation’s highways will be impossible since there is no room in most cases to double the highways, or build many new airports. The costs to do both of these will be several trillion dollars. The bottom line is that we will have to spend a lot of money on transportation going forward to meet the demands of America, and to continue our economic development. The question is how are we going to spend that money, and how are we going to get the most mobility for the nation per dollar spent. As we try to decide this, we can’t ignore the huge problem facing us as a nation. According to oil industry executives and senior geologists, global peak oil has arrived, and the supply of oil will be diminishing over the next decade. Our transportation system is 99% powered by oil, and as the oil supply gets ever tighter, the price per barrel skyrockets as we saw in the summer of 2008 when the price hit $147 per barrel. This was a major contributing factor in driving us into the recession we are currently still suffering from. This recession caused oil consumption to drop substantially, and drove down oil prices. But as I write this, oil has already risen back up to almost $90 per barrel, and it is expected to continue to rise in price, and may well surpass the $147 per barrel of 2008, and continue on upwards well over $200 per barrel. Our transportation systems are overloaded, falling apart, and dependent on a very volatile fuel source that has a bleak future. Given this grim reality, we can no longer continue business as usual in transportation spending. We need a new direction in transportation, and high speed rail is that new direction. High speed rail operates on electricity, so it can be powered by renewable energy as we scale that up across the country. High speed rail is the only possible solution that can scale up to meet the growing demand of American mobility while greatly reducing our oil consumption, which means reducing our nation’s dependence on foreign oil. Building more roads and airports will INCREASE the nation’s dependence on foreign oil. High speed rail systems physically are very narrow infrastructure, and therefore can be implemented fairly easily into developed areas, where it will be physically impossible to fit in new roads or airports. A single high speed rail line can carry the equivalent of a 10-lane freeway, and can move huge numbers of people without delay and waste, no matter how busy they are. So as we debate how to spend our transportation dollars, we have to try to get the most mobility per dollar spent, and high speed rail comes out far ahead of other forms of transportation. For example, the proposed California HSR project will connect the entire state together spanning some 800 miles with a new form of transportation that will deliver fast mobility connecting Sacramento, San Francisco, Los Angeles, and San Diego. This will deliver a very high capacity transportation system throughout the state, while also reducing congestion on the state’s roads and runways. So it delivers a new form of high-capacity transportation while improving our other two existing forms of transportation. Spending the same $40 billion on adding a lane to the entire state’s road system will do nothing to improve mobility, and will do nothing to reduce the state’s dangerous dependency on foreign oil. High speed rail is the most important thing we can do to save America and set us up for a future of great mobility and prosperity.

HSR K2 Solve Oil Dependence

Now is key, other countries already use the HSR and it has proven to reduce congestion and oil dependency.


Kunz 2k11(Andy Kunz is the U.S. High Speed Rail Association's founder and CEO.)

There are many reasons why true dedicated high-speed rail is superior to slower, mixed-traffic rail. True HSR is oil-free because it is powered by electricity. True HSR also offers shorter trip times, which translates into higher ridership, reduces congestion across all other modes and delivers these benefits with higher profits and lower operating costs. Given the energy-constrained future we face, a hierarchy of rail must be built quickly to become the main form of transportation in America, with true HSR as the backbone of the national system. We can't afford not to build true HSR! Oil prices will continue to rise. America consumes 25% of the world's oil, most of it for transportation. It would be impossible to scale up domestic drilling or create substitute liquid fuels in the quantities America uses daily. Americans use six times more oil per person per day than Europeans. This disparity is due to different transportation systems. America has several hundred million fuel-consuming vehicles and more than 87,000 flights a day. Europe moves millions of people a day using multiple layers of efficient electric rail, mostly powered by electricity. The smooth daily operation of this country is totally dependent on the continuous supply of oil from an unstable Middle East. We consume 20 million barrels of oil a day, 70% of which is for transportation. Of the 20 million barrels, we import 12 million from around the world, including from many trouble spots. Oil-supply-related defense spending has been estimated at more than $500 billion per year over the past eight years, according to recent Harvard and Princeton studies. Oil-based transportation is not sustainable in the U.S. The only viable solution is to greatly reduce the need for so much oil. Adding high-capacity, oil-free transportation is the fastest, most direct way to do this. A HSR network can run on electric power generated by any combination of energy sources. HSR is 83% more efficient than flying and 40% more efficient than conventional rail. HSR trains are made of lightweight materials and don't have to carry heavy liquid fuels as conventional diesel trains must. With exclusive, dedicated track, the trains can operate at the most efficient top speeds throughout a route. HSR trains are designed for aerodynamic speed while saving energy. Each time the brakes are applied, energy is generated and fed back into the grid. As the national network gets built, oil consumption will drop corridor by corridor. This system would pay for itself by reducing the annual $400-billion-plus trade deficit—purchasing foreign oil— and related defense spending. Many Americans support HSR, but there is debate and confusion about the difference between fast and slow rail and where each makes sense. We need both. We need a hierarchy of systems similar to our hierarchy of highways, state routes and streets. The HSR network would form the high-capacity backbone of this national hierarchy. Feeding into it would be 110-mph conventional systems for regional and local destinations. Light rail and streetcars would be the third, local tier. A recent study for the U.K. by Steer Davies Gleave found that true HSR systems (200 mph or higher) were more cost-effective than slower, upgraded existing systems. The study found resource requirements fall as line speed increases, and HSR systems ultimately cost 30% less to operate. The study also found that true HSR systems generate an operating profit each year, while slower conventional rail systems require ongoing subsidies; the cost to build and operate true HSR systems is slightly higher than the cost for conventional rail. More than 20 countries already have or are building HSR. Consistently capturing 60% to 80% of mode share in corridors around the world, HSR reduces congestion on existing roads and airports. HSR across America is a project of national importance and national security. Failure to plan in a realistic way for American mobility in the years ahead will shortchange U.S. prosperity. All other industrialized nations are building HSR, and we must join them quickly. Andy Kunz is the U.S. High Speed Rail Association's founder and CEO. Its June 1-3 conference is in Chicago. Let’s not shortchange U.S. prosperity.All other industrialized nations are building high-speed rail, and we must join them.

HSR K2 Solve Oil Dependence

Investing in High Speed Railroads spurs job creation, helps energy efficiency, and eliminates US oil dependency.


Yetiv and Feld 2k10 (Steve Yetiv is a professor of political science at Old Dominion University in Norfolk, Va. His latest book is called "The Absence of Grand Strategy." Lowell Feld worked for 17 years in the US Department of Energy as a senior energy analyst US high-speed rail to the rescue; Bullet trains will save time, money, and the environment. The Christian Science Monitor February 1, 2010 Monday)

What if you could travel the 347 miles from Los Angeles to San Francisco in a fraction of the time it takes to drive this distance and without the security checks, the clogged terminals, and flight cancellations that seem to plague air travel these days? What if you could also save money, substantially decrease pollution and the need to build expensive highways, and create American jobs while you were at it? Seem like a pipe dream? It's not. The technology is already here but it's underrated, underutilized, and often overlooked. High-speed rail is an important part of the answer to much of America's travel and environmental woes, not to mention potentially easing American oil dependence. The United States, as Obama pointed out recently just needs to take it seriously. Around the world, high-speed trains have roundly beaten planes on price, overall travel time, and convenience at ranges of up to 600 miles. Consider what happened in Europe: Commercial flights all but disappeared after high-speed trains were established between Paris and Lyon. And in the first year of operation, a Madrid-to-Barcelona high-speed link cut the air travel market about 50 percent. Traveling by train from London to Paris generates just 1/10th the amount of carbon dioxide as traveling by plane, according to one study. Consider Asia: While America fumbles, China has seen the light. It plans to build 42 high-speed rail lines across 13,000 kilometers (some 8,000 miles) in the next three years. The Chinese Railway Ministry says that rail can transport 160 million people per year compared with 80 million for a four-lane highway. In addition to the central goal of decreasing oil use and pollution, China seeks to bolster its economy with investment in rail and also to satisfy the demands for mobility of its growing middle class. For America, as fewer people opt for gas-guzzling air or car travel, a high-speed rail system would hit US oil dependence right where it counts: in the gas tank. High-speed rail is most economical in areas of high population density. In August 2009, Nobel Prize-winning economist Paul Krugman found that America has a "bigger potential market for fast rail than any European country." Meanwhile, the US Department of Transportation has identified 11 high-speed corridors, including Los Angeles to San Francisco. And Congress has wisely dedicated $8 billion to pay for high-speed rail projects across the country as part of last year's stimulus package. A few states such as Florida are actively considering the viability of high-speed rail. Yet California is one of the few states that have made noticeable strides toward rail. Indeed, in November 2008, California voters OK'd $10 billion in funding for a rail system linking L.A. and San Francisco. This system will include trains capable of traveling 220 miles per hour, cutting travel time from about six hours via Route I-5 to just 2-1/2 hours. According to a study by the California High-Speed Rail Authority, building the rail system there will create 150,000 construction jobs and 450,000 permanent jobs. It will also "bring economic benefits worth twice the cost of construction," including the development of business centers, and create less environmental impact than a two-lane highway. The system would "save up to 5 million barrels of oil per year and reduce pollutant emissions," while even managing to "avoid 10,000 auto accidents yearly with their attendant deaths, injuries, and property damage compared to expanding only highways." We spend a lot of time bemoaning US oil dependence, the job market, and horrible air travel, but high-speed rail is the answer right in front of us. What should be done to make it a reality nation-wide? First, state leaders should encourage citizens to really consider the long-term benefits. High-speed rail would not only create jobs for Americans, it would actually increase our national security over time by helping us get off our oil addiction - an addiction that strengthens our adversaries and leaves us vulnerable to foreign crises and oil disruptions. Investment in rail is well worth it. Second, the price of gasoline is still very low in the US compared with other industrialized nations with developed rail systems. This perpetuates the American culture of sprawl and big vehicles. States could restructure taxes to raise the gas tax while decreasing taxes on payroll, so that taxpayers don't pay a higher tax overall. Higher gas taxes will give citizens incentive to switch to rail. When citizens start taking rail seriously, states can start taking it seriously and develop careful plans to move forward and take advantage of federal rail money. Of course, rail won't solve every energy problem, but it should be an important part of a national energy policy. Steve Yetiv is a professor of political science at Old Dominion University in Norfolk, Va. His latest book is called "The Absence of Grand Strategy." Lowell Feld worked for 17 years in the US Department of Energy as a senior energy analyst

HSR K2 Clean Energy JOBS

Furthermore, HSR generates hundreds of thousands of clean energy jobs


William Millar, December 14th, 2010, president, American Public Transportation Association, “We must continue to invest,” http://transportation.nationaljournal.com/2010/12/highspeed-rail-political-footb.php#1820909

APTA recently conducted a travel survey and found that nearly two-thirds of adults (62 percent) said they would definitely or probably use high-speed rail service for leisure or business travel if it were an option. In most political circles, garnering nearly two-thirds support for a forward-thinking vision like high-speed rail would be considered a landslide. At this critical time, we must keep our focus on the goal to provide the transportation options demanded by the traveling public and in doing so prime the pumps of America’s economic engines. While high-speed rail projects in states such as Wisconsin and Ohio will not move forward at this time, it is encouraging that states such as California, Washington, Illinois and New York have pursued the redirected funds and will put them to good use. In fact, 13 corridors are moving forward, while only two have been deferred. These projects will produce new passenger rail networks that benefit the economy, create and maintain construction and manufacturing jobs, spur domestic business growth, and stimulate economic development in neighborhoods around the new stations. Redirecting funding away from vital transportation projects with far-reaching benefits may result in marginal savings in the short term, however, the jobs and economic activity generated by HSIPR investments yield far more positive impacts on the economy in the long run. Reducing the national deficit is important, however, taxes collected from high-speed rail infrastructure construction and related projects will generate desperately needed state, local and federal tax revenuesbreathing life into struggling economies and paying down the deficit while creating good paying jobs that improve the nation’s infrastructure. Continuing to invest in high-speed rail ensures a good return on the taxpayer dollar because it addresses the critical forward-looking mobility needs of Americans by adding much needed capacity to our already overburdened transportation network, in doing so we will create hundreds of thousands of new forward-looking, clean-energy jobs in America.


Impact Ext. Oil Dependence  War

Oil Shocks and depends guarantee great power wars─


Klare 5-10-12. Michael T Klare, Five Colleges professor of Peace and World Security Studies “Energy wars heat up” [http://www.salon.com/2012/05/10/climate_wars_heat_up/]

All of these disputes have one thing in common: the conviction of ruling elites around the world that the possession of energy assets — especially oil and gas deposits — is essential to prop up national wealth, power, and prestige. This is hardly a new phenomenon. Early in the last century, Winston Churchill was perhaps the first prominent leader to appreciate the strategic importance of oil. As First Lord of the Admiralty, he converted British warships from coal to oil and then persuaded the cabinet to nationalize the Anglo-Persian Oil Company, the forerunner of British Petroleum (now BP). The pursuit of energy supplies for both industry and war-fighting played a major role in the diplomacy of the period between the World Wars, as well as in the strategic planning of the Axis powers during World War II. It also explains America’s long-term drive to remain the dominant power in the Persian Gulf that culminated in the first Gulf War of 1990-91 and its inevitable sequel, the 2003 invasion of Iraq. The years since World War II have seen a variety of changes in the energy industry, including a shift in many areas from private to state ownership of oil and natural gas reserves. By and large, however, the industry has been able to deliver ever-increasing quantities of fuel to satisfy the ever-growing needs of a globalizing economy and an expanding, rapidly urbanizing world population. So long as supplies were abundant and prices remained relatively affordable, energy consumers around the world, including most governments, were largely content with the existing system of collaboration among private and state-owned energy leviathans. But that energy equation is changing ominously as the challenge of fueling the planet grows more difficult. Many of the giant oil and gas fields that quenched the world’s energy thirst in years past are being depleted at a rapid pace. The new fields being brought on line to take their place are, on average, smaller and harder to exploit. Many of the most promising new sources of energy — like Brazil’s “pre-salt” petroleum reserves deep beneath the Atlantic Ocean, Canadian tar sands, and American shale gas — require the utilization of sophisticated and costly technologies. Though global energy supplies are continuing to grow, they are doing so at a slower pace than in the past and are continually falling short of demand. All this adds to the upward pressure on prices, causing anxiety among countries lacking adequate domestic reserves (and joy among those with an abundance). The world has long been bifurcated between energy-surplus and energy-deficit states, with the former deriving enormous political and economic advantages from their privileged condition and the latter struggling mightily to escape their subordinate position. Now, that bifurcation is looking more like a chasm. In such a global environment, friction and conflict over oil and gas reserves — leading to energy conflicts of all sorts — is only likely to increase. Looking, again, at April’s six energy disputes, one can see clear evidence of these underlying forces in every case. South Sudan is desperate to sell its oil in order to acquire the income needed to kick-start its economy; Sudan, on the other hand, resents the loss of oil revenues it controlled when the nation was still united, and appears no less determined to keep as much of the South’s oil money as it can for itself. China and the Philippines both want the right to develop oil and gas reserves in the South China Sea, and even if the deposits around Scarborough Shoal prove meager, China is unwilling to back down in any localized dispute that might undermine its claim to sovereignty over the entire region. Egypt, although not a major energy producer, clearly seeks to employ its oil and gas supplies for maximum political and economic advantage — an approach sure to be copied by other small and mid-sized suppliers. Israel, heavily dependent on imports for its energy, must now turn elsewhere for vital supplies or accelerate the development of disputed, newly discovered offshore gas fields, a move that could provoke fresh conflict with Lebanon, which says they lie in its own territorial waters. And Argentina, jealous of Brazil’s growing clout, appears determined to extract greater advantage from its own energy resources, even if this means inflaming tensions with Spain and Great Britain. And these are just some of the countries involved in significant disputes over energy. Any clash with Iran — whatever the motivation — is bound to jeopardize the petroleum supply of every oil-importing country, sparking a major international crisis with unforeseeable consequences. China’s determination to control its offshore hydrocarbon reserves has pushed it into conflict with other countries with offshore claims in the South China Sea, and into a similar dispute with Japan in the East China Sea. Energy-related disputes of this sort can also be found in the Caspian Sea and in globally warming, increasingly ice-free Arctic regions. The seeds of energy conflicts and war sprouting in so many places simultaneously suggest that we are entering a new period in which key state actors will be more inclined to employ force — or the threat of force — to gain control over valuable deposits of oil and natural gas. In other words, we’re now on a planet heading into energy overdrive.

Warming is Real-Environmental Impacts

Warming is happening – Sea ice, Glaciers, Ice Sheets, and Tropical Regions.


Hansen ‘9, heads the NASA Goddard Institute for Space Studies and adjunct professor in the Department of Earth and Environmental Sciences at Columbia University (James, December, Storms of My Grandchildren, 164-166)

In addition to paleoclimate data, my talk covered ongoing obser­vations of five phenomena, all of which imply that an appropriate initial target should be no higher than 350 ppm. In brief, here are the five observations.(1) The area of Arctic sea ice has been declining faster than mod­els predicted. The end-of-summer sea ice area was 40 percent less in 2007 than in the late 1970s when accurate satellite measurements began. Continued growth of atmospheric carbon dioxide surely will result in an ice-free end-of-summerArctic within several decades, with detrimental effects on wildlife and indigenous people. It is difficult to imagine how the Greenland ice sheet could survive if Arctic sea ice is lost entirely in the warm season. Retention of warm season sea ice likely requiresrestoration of the planet's energy balance. At present our best estimate is there is about 0.5 watt per square meter more energy coming into the planet than is being emitted to space as heat radiation. A reduction of carbon dioxide amount from the current 387 ppm to 350 ppm, all other things being unchanged, would increase outgoing radiation by 0.5 watt, restoring planetary energy balance. (2) Mountain glaciers are disappearing all over the world. If business-as-usual greenhouse gas emissions continue, most of the glaciers will be gone within fifty years. Rivers originating in glacier regions provide fresh water for billions of people. If the glaciers disappear, there will be heavy snowmelt and floods in the spring, but many dry rivers in the late summer and fall. The melting of glaciers is proceeding rapidly at current atmospheric composition. Probably the best we can hope is that the restoration of the planet's energy balance may halt glacier recession.(3) The Greenland and West Antarctic ice sheets are each losing mass at more than 100 cubic kilometers per year, and sea level is rising at more than 3 centimeters per decade. Clearly the ice sheets are unstable with the present climate forcing. Ice shelves around Antarctica are melting rapidly. It is difficult to say how far carbon dioxide must be reduced to stabilize the ice sheets, but clearly 387 ppm is too much.(4) Data show that subtropical regions have expanded poleward by 4 degrees of latitude on average. Such expansion is an expected effect of global warming, but the change has been faster than predicted. Dry regions have expandedin the southern United States, the Mediterranean, and Australia. Fire frequency and area in the western United States have increased by 300 percent over the past several decades. Lake Powell and Lake Mead are now only half full. Climate change is a major cause of these regional shifts, althoughforest management practices and increased usage of freshwater aggravate the resulting problems.(5) Coral reefs, where a quarter of all marine biological species are located, are suffering from multiple stresses, with two of the most important stresses, ocean acidification and warming surface water, caused by increasing carbon dioxide. As carbon dioxide in the air increases, the ocean dissolves some of the carbon dioxide, becoming more acidic. This makes it more difficult for animals with carbonate shells or skeletons to survive—indeed, sufficiently acidic water dissolves carbonates. Ongoing studies suggest that coral reefs would have a better chance of surviving modern stresses if carbon dioxide were reduced to less than 350 ppm.I am often asked: If we want to maintain Holocene-like climate, why should the target carbon dioxide not be close to the preindus­trial amount, say 300 ppm or 280 ppm? The reason, in part, is that there are other climate forcings besides carbon dioxide, and we do not expect those to return to preindustrial levels. There is no plan to remove all roadways, buildings, and other human-made effects on the planet's surface. Nor will we prevent all activities that produce aerosols. Until we know all forcings and understand their net effect, it is premature to be more specific than "less than 350 ppm," and it is unnecessary for policy purposes. It will take time to turn carbon dioxide around and for it to begin to approach 350 ppm. By then, if we have been making appropriate measurements, our knowledge should be much improved and we will have extensive empirical ev­idence on real-world changes. Also our best current estimate for the planet's mean energy imbalance over the past decade, thus averaged over the solar cycle, is about +0.5 watt per square meter. Reducing carbon dioxide to 350 ppm would increase emission to space 0.5 watt per square meter, restoring the planet's energy balance, to first approximation.

Warming is Anthropogenic

Warming is anthropogenic


Lichter, Ph.D. in Government from Harvard University and President of the Center for Media and Public Affairs, 2008

[Dr. S. Robert Lichter, April 24 2008, Statistical Assessment Service, “Climate Scientists Agree on Warming, Disagree on Dangers, and Don’t Trust the Media’s Coverage of Climate Change”, ]



Over eight out of ten American climate scientists believe that human activity contributes to global warming, according to a new survey released by the Statistical Assessment Service (STATS) at George Mason University. The researchers also report that belief in human-induced warming has more than doubled since the last major survey of American climate scientists in 1991. However, the survey finds that scientists are still debating the dynamics and dangers of global warming, and only three percent trust newspaper or television coverage of climate change. The survey, which was conducted for STATS by Harris Interactive®, also found increased concern among climate scientists since the Gallup organization asked them many of the same questions in 1991. Between March 19 through May 28, 2007 Harris Interactive conducted a mail survey of a random sample of 489 self-identified members of either the American Meteorological Society or the American Geophysical Union who are listed in the current edition of American Men and Women of Science. A random sample of this size carries a theoretical sampling error of +/- four percentage points. A detailed description of the study’s methodology as well as that of the earlier Gallup survey is available on request. Major Findings Scientists agree that humans cause global warming Ninety-seven percent of the climate scientists surveyed believe “global average temperatures have increased” during the past century. Eighty-four percent say they personally believe human-induced warming is occurring, and 74% agree that “currently available scientific evidence” substantiates its occurrence. Only 5% believe that that human activity does not contribute to greenhouse warming; the rest are unsure.Scientists still debate the dangers A slight majority (54%) believe the warming measured over the last 100 years is not “within the range of natural temperature fluctuation.” A slight majority (56%) see at least a 50-50 chance that global temperatures will rise two degrees Celsius or more during the next 50 to 100 years. (The United Nations’ Intergovernmental Panel on Climate Change cites this increase as the point beyond which additional warming would produce major environmental disruptions.) Based on current trends, 41% of scientists believe global climate change will pose a very great danger to the earth in the next 50 to 100 years, compared to 13% who see relatively little danger. Another 44% rate climate change as moderately dangerous. Seventy percent see climate change as very difficult to manage over the next 50 to 100 years, compared to only 5% who see it as not very difficult to manage. Another 23% see moderate difficulty in managing these changes. A need to know moreOverall, only 5% describe the study of global climate change as a “fully mature” science, but 51% describe it as “fairly mature,” while 40% see it as still an “emerging” science. However, over two out of three (69%) believe there is at least a 50-50 chance that the debate over the role of human activity in global warming will be settled in the next 10 to 20 years. Only 29% express a “great deal of confidence” that scientists understand the size and extent of anthropogenic [human] sources of greenhouse gases,” and only 32% are confident about our understanding of the archeological climate evidence. Climate scientists are skeptical of the mediaOnly 1% of climate scientists rate either broadcast or cable television news about climate change as “very reliable.” Another 31% say broadcast news is “somewhat reliable,” compared to 25% for cable news. (The remainder rate TV news as “not very” or “not at all” reliable.)  Local newspapers are rated as very reliable by 3% and somewhat reliable by 33% of scientists. Even the national press (New York Times, Wall St. Journal etc) is rated as very reliable by only 11%, although another 56% say it is at least somewhat reliable. Former Vice President Al Gore’s documentary film “An Inconvenient Truth” rates better than any traditional news source, with 26% finding it “very reliable” and 38% as somewhat reliable. Other non-traditional information sources fare poorly: No more than 1% of climate experts rate the doomsday movie “The Day After Tomorrow” or Michael Crichton’s novel “State of Fear” as very reliable.  Are climate scientists being pressured to deny or advance global warming? Five percent of climate scientists say they have beenpressured by public officials or government agencies to “deny, minimize or discount evidence of human-induced global warming,” Three percent say they have been pressured by funders, and two percent perceived pressure from supervisors at work. Just three percent report that they were pressured by public officials or government agencies to “embellish, play up or overstate” evidence of global warming: Two percent report such pressure from funders, and two percent from supervisors. Changing scientific opinion In 1991 the Gallup organization conducted a telephone survey on global climate change among 400 scientists drawn from membership lists of the American Meteorological Association and the American Geophysical Union. We repeated several of their questions verbatim, in order to measure changes in scientific opinion over time. On a variety of questions, opinion has consistentlyshifted toward increased belief in and concern about global warming.Among the changes: In 1991 only 60% of climate scientists believed that average global temperatures were up, compared to 97% today. In 1991 only a minority (41%) of climate scientists agreed that then-current scientific evidence “substantiates the occurrence of human-induced warming,” compared tothree out of four (74%) today. The proportion of those who see at least a 50-50 chance that global temperatures will rise two degrees Celsius has increased from 47% to 56% since 1991. The proportion of scientists who have a great deal of confidence in our understanding of the human-induced sources of global climate change rose from 22% in 1991 to 29% in 2007. Similarly, the proportion voicing confidence in our understanding of the archeological climate evidence rose from20% to 32%. Despite these expressions of uncertainty, however, the proportion which rating the chances at 50-50 or better that the role of human behavior will be settled in the near future rose from 47% in 1991 to 69% in 2007. 

Warming is Antrhopogenic

Data proves we’re right


Miranda et al 11 – Associate Professor of Environmental Sciences and Policy, Nicholas School of the Environment, Children’s Environmental Health Initiative, Duke University

(Marie, with Douglas Hastings, Associate in Research, Nicholas School of the Environment, Children’s Environmental Health Initiative, Duke University, Joseph Aldy, Assistant Professor of Public Policy, Harvard Kennedy School, Harvard University, and William Schlesinger, President, Cary Institute of Ecosystem Studies, Millbrook, NY, “The Environmental Justice Dimensions of Climate Change,” Environmental Justice vol 4 no 1, 2011, pg 17-25, dml)



The correlations between predicted temperature change and our measures of vulnerability indicate that developing nations do, in fact, face a higher degree of exposure to negative impacts of temperature change. This increased temperature burden on already vulnerable nations could lead to crop failures, slowing of economic development, and even political turmoil. The negative effects of temperature change could lead to particularly dire consequences for LICUS and African nations, all of which move away from the optimum temperature between 2009 and 2075. In addition, our use of a ‘‘V-shaped’’ scale for temperature impacts may actually underestimate increases in temperature for countries that are already far warmer than optimum. If the impacts of temperature on human welfare follow a true U-shaped curve, then very warm nations will be affected even more severely by future climate warming. Furthermore, our analysis of predicted temperature change for multiple time periods suggests that the unequal distribution of temperature impacts will persist over the next century. In fact, our forecasted distribution actually becomes more disparate moving from 2033 to 2099.

Warming  Extinction

Positive feedbacks will make the entire Earth uninhabitable


Hansen ‘9, heads the NASA Goddard Institute for Space Studies and adjunct professor in the Department of Earth and Environmental Sciences at Columbia University (James, December, Storms of My Grandchildren, 236)

The paleoclimate record does not provide a case with a climate forcing of the magnitude and speed that will occur if fossil fuels are all burned. Models are nowhere near the stage at which they can pre­dict reliably when major ice sheet disintegration will begin. Nor can we say how close we are to methane hydrate instability. But these are questions of when, not if. If we burn all the fossil fuels, the ice sheets almost surely will melt entirely, with the final sea level rise about 75 meters (250 feet), with most of that possibly occurring within a time scale of centuries. Methane hydrates are likely to be more extensive and vulnerable now than they were in the early Cenozoic. It is difficult to imagine how the methane hydrates could survive, once the ocean has had time to warm. In that event a PETM-like warming could be added on top of the fossil fuel warm­ing. After the ice is gone, would Earth proceed to the Venus syndrome, a runaway greenhouse effect that would destroy all life on the planet, perhaps permanently? While that is difficult to say based on present information, I've come to conclude that if we burn all reserves of oil, gas, and coal, there is a substantial chance we will initiate the run­away greenhouse. If we also burn the tar sands and tar shale, I believe the Venus syndrome is a dead certainty.




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